Filix gregoire



No. 750,020. I PATENTED JAN. 19, 1904.

P. GREGOIRE.

RAILWAY BRAKE.

APPLIOATION FILED APR. 2, 1903.

Attorneys YH: Nnnms rzyznsjsg, maremma.. yvAsNlNnToN, o. c.

No. 750,028. l PATENTED JAN. 19, 19.04;.

4 F. GREGOIRE. RAILWAY BRAKE.

APPLIoATIoN FILED APB. 2, 1903.

2 SHEETS--SHBET 2.

N0 MODEL.

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lyatent'ed. January 19, 1904.

A'PATENT FFICE.

FLIX GRGOIRE, OF ST. JEAN BAPTISTE, CANADA.

RAILWAY-BRAKE.

l SPECIFICATION forming part of Letters Patent No. 750,028, datedJanuary 19, v1904.

Application iled April Z, 1903. Serial No. 150,744. (No model.)

To all Loh/m t may concern.:

Be it known that I, FLIX GRGOIRE, a subject of the King of GreatBritain, residing at St. Jean Baptiste, county of Provencher, Provinceof Manitoba, Canada, have invented certain new and useful Improvementsin 'Railway-Brakes; and I do hereby declare that the following is afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

My invention relates to railway-brakes, and it is intended especially asan emergencybrake, being expected to arrest within a comparatively shortdistance an advancing train. While the brake is intended especially as1an emergencybrake, I have provided such a construction as enables it tobe used under ordinary circumstancesl forbringing trains slowly to astandstill in the usual manner.

The results of the many disastrous railway collisions seem to indicatethat the greatloss of life which is often occasioned is usually broughtabout by the destruction o r annihilation of the cars or portions ofthem. Little damage is actually done by the sudden stopping of thetrain, which is evidenced by the fact that persons not located at thedemolished portion of the train suffer no serious 'inconveny ience fromthe sudden arrest of their motion in which they shared with the lessfortunate victims. Hence it would seem that it is perfectly feasible toa few feet of another train with which it was about to collide byapplying a powerful braking force in this way, either actually'avertingthe collision altogether or materially reducing the velocity of thetrain before the collision, in either case operating to reduce thedestructive nature of the collision, and so preventing loss of life.

My invention contemplates the employment of a powerful brake system inconjunction with automatic means for applying thebrakes, and I provideautomatic means for actuating the brakes when a collision is imminent.

The invention consists in the construction and combination of parts, tobe more fully described hereinafter, and definitely set forth in theclaims.

stop a train suddenly within.

In the drawings, which fully illustrate my invention, Figure 1represents in side elevation a portion of alocomotive truck and'frame towhich my brake has been applied. In this View the brake is representedin its inoperative position. Fig. '2 represents a cross-section supposedto be taken through Fig. 1, substantially on the vation substantiallysimilar to Fig. 1, except that it represents the brake as being applied.Fig. l1 represents, also in side elevation, aportion of certainmechanism by means of which the brakes may be applied by hand instead ofbeing automatically applied. This view also represents the arrangementfor passing the brake connections between the different cars of thetrain, these parts being shown in a relation or position correspondingto the ap- Y plied position of the brake shown in Fig. 3. Fig.` 5represents the same parts shown in Fig. 4, this'view being morecomplete, however,

vand representing the connection between the cars in a relation'orposition corresponding to the inactive or unapplied position of thebrake, as shown in Fig. 1. Fig. 6 represents in side elevation and upona much-reduced Scalea portion of a train to which my brake System hasbeen applied. Fig.`7 represents in perspective, upon a much-enlargedscale, a ,l

detail of the brake-actuating mechanism.

Throughout the drawingsand specification the same numerals of referenceindicate like parts.

Referring more particularly to the parts, 8

'represents a portion of a locomotive-frame, which carries at its fronta suitable cow-catcher or fender 9, and this frame is supported in anydesired manner upon the wheels 10. Behind the wheels 10 I mount a brakeframe or beam 11, which is ofsubstantially rectangular form, comprisingside members 12, which lie directly opposite the wheels, on .their innersides, as shown most clearly in Fig. 2. lThis frame comprises also crossmembers 13, which may be of substantially the same form as thea'foresaid side members 12, and these side members, 1t will be observed,are angular in crosssection, comprising substantially horizontal flanges14, which project inwardly and away from the wheels. The side members 12are line'2 2. Fig. 3 is a side ele- IOO extremities into substantiallyhorizontal exis such that the aforesaid extensions 28 lie adpass overthe roller, allowing the same to rest eventually against the elevatedface 36, in this manner allowing the inner arms of the bellcrank levers22 to be elevated, which would effect a depression of the brake-frame,as will be readily understood. As briefly stated above, this depressionof the brake-franie applies the brakes.

For the purpose of making the actuation of the brake-rod 33 automatic itis extended forwardly beneath the locomotive-frame to the point 38, atwhich point it is pivotally connected with a link 39, the extremity ofwhich link is attached to the upper arm 40 of a arched or curvedupwardly, as may be necessary, as indicated at 15, where they pass abovethe axles 16 of the wheels, and these side members are provided withoutwardly-projecting studs 17 of large diameter and great strength. Fourof these studs are shown, two of which correspond to each of the wheels10. Upon these studs are pivotally mounted the brake-shoes 18, which arepreferably provided with bosses or hubs 19 around the aforesaid studs,and they are retained in place in any suitable manner, such as by meansof the split pins 20.

The ineke-shoes 18 are of substantially the form shown, consisting of`blocks of durable material having curved rubbingfaces 21, which normallylie adjacent to the periphery of the wheels 10, though not in contactwith the same.

1 provide means whereby the brake frame or beam 11 may be lowered, andthis will have the effect of applying the brake-shoes 18 in a mannerwhich will be described hereinafter. lhe mechanism for effecting anautomatic depression of the brake-frame will now be described. Beneaththe locomotive-frame 8 there are mounted bell-crank levers 22, which aresupported upon suitable brackets 23, as indicated. '.lo their outer arms24 links 25 are attached, from which links is suspended the aforesaidbrake-frame 11 by means of suitable eyebolts 26, which are mounted, asindicated, in the aforesaid flanges 14. The inner arms 27 of thesebell-crank levers 22 are depressed or inclined downwardly and formed attheir to a suitable bracket 43. This bracket 43 is formed below into ahousing 44, in which a plunger 45 is adapted to slide, the said plungerbeing provided with additional guidingl means consisting of the bracket46, which is attached to the forward portion of the cowcatcher, asindicated. 1t should appear that the lowerarm 47 of the aforesaidplunger-le- Ver is provided with a longitudinally-disposed slot oropening 48,in which is mounted a transverse pin or cross-head 49, whichis carried by the inner extremity of the plunger 45. As indicated inFig. 6, the plunger 45 projects a substantial amount in advance of thelocomotive. an enlargement or head 50, and it should be understood thatthis head should come into contact with an object upon the track beforethe body of the locomotive. Then it strikes such an object, assuggested, this plunger 45 is moved rearwardly, sliding in its supports,as will be readily understood. This rearward movement of the plunger ofcourse actuates the plunger-lever 41, which in turn actuates thebrake-bar 33, so as to effect a longitudinal displacement of the saidbrake-bar. The displacement of this brake-bar, as already described,allows the frame 12 to be depressed, so as to apply the brakes. In orderto normally maintain the plunger 45 in an extended position,thebrake-bar 33 carries a rigid collar 51, which receives the thrust of ahelical spring' 52, the opposite extremity of which spring thrustsagainst a collar or bracket 53, which is rigid with the locomotive-frame8. From this arrangement evidently the plunger 45 will be normallymaintained in an extended position and returned to said extendedposition after it has been moved rearwardly in the manner suggested. Asstated, Fig. 3 represents the parts in active relation.

Arrangement is provided whereby the engineer may apply the brake as anemergencybrake by hand. For this purpose to the aforesaid cross-head 49there is secured an eye 54, to which is attached the extremity of a lineor cable 55, the other extremity of which cable attaches to the lowerarm 56 of a controlling-lever 57. r1`his lever may be mounted on asuitable bracket 58and copertensions 28, which project across thecentral line of the car. As indicated most clearly in Figs. 2 and 7,.thearrangement of the-bellcrank levers, which lie opposite to each other,

jacent to each other. Referring now more especially to Fig. 7, it shouldappear that one of these extensions is formed into a bracket 29, supporting a friction-roller 30. The same extension is further providedwith a laterally-projecting pin v31, which lies in a slot or elongatedrecess 32, which is provided in the' adjacent extension. Above theroller 30 there is`mounted a brake-bar 33, which is disposedlongitudinally below the locomotiveframe, being guided in suitablebrackets 34. 1t should appear that adjacent to each of the rollers 30this brake-bar is provided with a depressed face 35 and an elevated face36, which faces are connected by an inclined face 37. It should beunderstood that when the depressed face 35 is in contact with thefriction-roller the inner extremities of the bellcrank levers 22 aremaintained in a depressed position, the relation of the parts being suchas that shown in Figs. 2and 7. It should also appear that if thebrake-bar 33 were moved longitudinally in the direction of the arrowshown in Fig. 7 the inclined face 37 would plunger-lever 41, which leveris pivoted at 42 Its extremity is provided with IOO Y shoes 18 carriedby it of course move downwardly with it. VAs this takes place theirlower faces 62 are brought into contact with the heads of the rails 63.At the same time the curved faces 21 ofthe brakes come into contact withthe peripheral faces of the wheels. `In order that the brake-shoesshould accommodate themselves at once to both the rail and the wheel,the lower edges 62 aforesaid are inclined upwardly away from the wheel,

as will be readily understood. It should appear that these brake-shoes,as it were, jam in the angles between the wheels and Ythe rails andexert a powerful brake force upon the wheels as a consequence.-

When the brake is to be used as an ordinary brake-that is, underordinary circumstances where it is desired to arrest the progress of thetrain gradually-it is applied by simply moving the brake-frame 11longitudinally'with respect to the car, .and evidently pressure will bebrought to bear by the shoes 18 upon the wheels Whether the frame bemoved forwardly or rearwardly. It is preferable, however, to apply thebrakes in this manner by drawing the frame toward the rear of thetrain-that is, ina direction opposite to that in which the train isadvancing-as the brake will be found more efficient under thesecircumstances. The

arrangementI have shownfor applying lthe brake in this simple mannercomprises a chain 64, which passes at its forward portion over achain-wheel65, which is attached below the locomotive-frame 8, the rearof the chain passing around a second chain-'wheel 66. This latter chainwheel carries a worm wheel 67, which cooperates with a worm 68, actuatedby a hand-wheel 69. The forward extremity of the chain 64 is attached toa cross-bar 70carried by the aforesaid brake-frame 11, in such a manneras to enable the chain to pull the entire frame forwardly. The other endof the the rear of said brake-frame.

chain 64 is attached in an eye 71, .carried at From this arrangement itshould appear that a rotation of the hand-wheel 69 in either directionwould operate to apply the brakes, it being understood that thedirection in which the handwheel would be turned should depend upon thedirection in which the train was moving.

It should be understood that all the cars in case of 'a passenger-trainwould be fitted or supplied with substantially the same arrangementwhich has been described in connection with the locomotive. Arrangementis made whereby the movement of the plunger .45 or the aforesaidemergency-lever 57 would operate not only to apply the brake upon thelocomotive, but also throughout the entire train,

and in order to operatively connect the brake systems of the successivecars an arrangement such as that illustrated in Figs. 4 and 5 is ladopted. While these figuresy represent the arrangement at the rear ofthe locomotive for connecting it with the foremost passengercoach, itshould be understood that asimilar or correspondingarrangement would beadopt'- ed for connecting the foremost coach with the second coach, andso on. Referring especially to Figs.'4 and 5, it should appear that therear extremity of the aforesaid brake-bar 33 is provided with atransverse pin or cross-head 72, which is received in an elongated slot7 3, formed in a connecting-lever 74, which lever is pivoted at to theaforesaid frame 8. To its lower extremity there is attached a chain V76, the opposite extremity of which attaches to a substantially similarconnecting-lever 77, disposed at the forward extremity of the firstpassenger-coach. A link 78 operatively con- -nects this llever 77 withthe brake-frame of the forward truck 7 9,' andthe rear truck 80 isconnected with the forward truck by a chain 81. In connection with eachcoach a chain 82 is provided, which operates in conjunction withf brakemechanism 83, which is substantially similar to the hand-brake mechanismdescribed in connection with the locomotive. The forward coach isconnected with the coach behindV it by a chain 84, which performs thesame function. asthe chain 76, as already described. From thisarrangement it s hould appear that the application of the emergencybrakein the locomotive will also apply the emergency-brake throughout theentire train.

While I have shown in the accompanying drawings the preferred form of myinvention, it' will be understood that I do not limit myself to theprecise form shown, for many of thedetails may be changed inform orposiutility ofimy invention, and I therefore reserve the right to makeall such modifications as are included within the scope of thefollowstructures set forth;

Y Having thus described my invention, what I claim as new, and desire tosecure by Letters f Patent, is-

IOO

tion without affecting the operativeness or ing claims or of mechanicalequivalents to the 1. In a railway-brake, in combination, a y

member, brake-shoes carried thereby, means for moving said member in asubstantially vertical direction, means for moving said member in asubstantially horizontal direction, and independent means for producingsaid movements of said member.'

'2. In a railway-brake, lin combination, a brake-frame, brake-shoescarried thereby,

means for moving said frame in one direc tion, whereby a powerful brakeforce is applied, means for moving said brake-framein another direction,whereby a less powerful brake force is applied, and independent meansfor moving' said brake-frame in either direction.

3. In a railway-brake, in combination, a brake frame, brake shoespivotally carried thereby, said brake shoes constituting' combinationwheel and track brakes, means for depressing' said frame to apply saidbrakeshoes, and means for moving' said frame substantially horizontallyto apply said brakeshoes.

4. In a railway-brake, in combination, a brake-beam, a shoe pivotedthereto and having rubbing faces adapted to be applied respectively tothe wheel and the rail, means for depressing' said beam to apply saidbrakeshoe simultaneously to the wheel and the rail, and means for movingsaid beam to apply said brake-shoe to said wheel alone.

5. In a railway-brake, in combination, a truck, a ln'ake-beam, a shoepivotally mounted thereupon and having' faces adapted to be appliedrespectively to the wheel and the rail, a forwardly-extending' memberprojecting' beyond all other parts moving' with said truck, and adaptedto strike an obstruction upon the track, means actuated thereby fordepressing said beam, and independent means for moving' said brake-beamto apply said brake-shoe to said wheel alone.

6. In a railway-brake, in combination, a beam, shoes pivotally mountedthereupon and having faces adapted to be applied respectivelylto thewheel and the rail, said shoes being disposed forwardly and rearwardlyof the wheels, means for forcing said beam downwardly to apply saidshoes to the wheels and rails, and means for moving said beam forwardlyor rearwardly to apply said shoes to the wheels alone.

7. In a railway-brake, in combination, a truck, a brake-beam, shoespivotally mounted thereupon having faces adapted to be appliedrespectively to the wheels and the rails, a member extending forwardlyand projecting in advance of all other parts moving with said truck andadapted to be actuated by striking an obstruction upon the track, meansconnecting' said member with said beam to depress said beam, means forconstraining' said member toward an extended position, and independentmeans for moving said beam in a substantially horizontal direction.

8. In a railway-brake, in combination, a truck, a brake-beam, shoespivotally mounted thereupon and having faces adapted to be appliedrespectively to the wheels and the rails, whereby the depressing' ofsaid beam may apply said shoes simultaneously to the rails and thewheels, a member extending forwardly and projecting in advance of allother parts moving with said truck, said member being adapted to bestruck by an obstruction upon the track, means actuated thereby fordepressing said beam, said shoes being disposed forwardly and rearwardlyof the wheels, and means for moving said brake-beam forwardly andrearwardly.

In witness whereof I have hereunto set my hand in the presence of twowitnesses.

Fenix cancelen.

Witnesses:

A. N. RENAUD, X. SARRASIN.

